JP2017149170A - Automobile braking device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow control for conflicting characteristics that braking characteristics exhibited by an auxiliary brake pedal is made gentler so as to prevent rapid braking by which an uncomfortable feeling is provided to a student during non-emergency support, with respect to braking characteristics exhibited by a main brake pedal while is made stronger quickly during the emergency to be performed quickly and easily based on an intension of an instructor.SOLUTION: The automobile braking device is equipped with: operation-amount information acquiring means 5 and 6 that acquire information related to operation amounts of an auxiliary brake pedal 3 connected thereto so as to apply braking force independently from operation of a main brake pedal 2; determining means 7 that determines an emergency state or a non-emergency state on the basis of the operation amount information 5 and 6; and braking characteristic changing means 7, 8 and 15 which change braking characteristics of the auxiliary brake pedal 3 to either of emergency braking characteristics in the emergency state and non-emergency braking characteristics in the non-emergency state where braking force in an initial braking area is lower than the emergency braking characteristics, according to determination results.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a braking device for an automobile provided with a main brake pedal on the driver's seat side and an auxiliary brake pedal on the passenger seat side.

  As a conventional braking device for an automobile equipped with an auxiliary brake pedal, the main brake pedal side and the auxiliary brake pedal side are connected by a wire, a link, etc., so that the pedaling force on the auxiliary brake pedal side can be transmitted to the main brake pedal side. The composition is known.

  In this type of automobile braking device, for example, when the brake operation by the driver is delayed or the braking force is insufficient, the main brake pedal is operated by depressing the auxiliary brake pedal to assist the driver's brake operation. It was a thing.

  However, since the reaction force against the pedal effort of the main brake pedal varies depending on the depression of the auxiliary brake pedal, the main brake by the driver is either when the operation of the main brake pedal is assisted by the auxiliary brake or not. There was a possibility that the driver feels uncomfortable due to a shift in pedal operation.

  By the way, in a braking device of an automobile, a hydro / unit (H / U) is interposed between a master cylinder connected to a main brake pedal and a wheel cylinder of each wheel, and a braking force adjustment provided for the hydro / unit is adjusted. It is known that a device (hydro unit controller) can control a braking force on a wheel independently of the main brake pedal regardless of the operation of the main brake pedal.

With such a braking force adjusting device, recently, for example, based on signals input from various sensors provided in the vehicle, a regenerative cooperative brake control system, an ABS (Antilock Brake System) for preventing wheel lock during braking, acceleration TCS (Traction) to prevent wheel slipping
Control System), ESC (Electric) to prevent cars from becoming unstable such as skidding
Stability Control System) has been achieved.

  Therefore, as illustrated in Patent Document 1 below, the main brake pedal is connected to the hydro / unit (H / U) side without connecting the auxiliary brake pedal to the main brake pedal using the link or the wire described above. It is conceivable to connect without going through.

  The vehicle brake system of Patent Document 1 can directly apply a braking force by operating a passenger side brake pedal (auxiliary brake pedal) without operating a driver side brake pedal (main brake pedal). It is.

  Furthermore, the vehicle brake system of Patent Document 1 automatically or manually changes the final assist coefficient representing the degree of influence of the braking force based on the depression force on the auxiliary brake pedal side relative to the main brake pedal side, and is based on the auxiliary brake operation in a non-emergency time. It is possible to prevent sudden braking (so-called bracket braking) that gives the driver a sense of discomfort or dissatisfaction during support.

  However, since the auxiliary brake pedal is often depressed after seeing the state of the main brake operation by the driver, the passenger on the passenger seat side tends to delay the timing of depressing the auxiliary brake pedal. Moreover, in an emergency, etc., it is desirable that the braking force based on the operation of the auxiliary brake pedal is applied quickly and strongly according to the intention of the passenger on the passenger seat side. The idea of quickly providing braking support by the auxiliary brake pedal according to the occupant's intention was not found, and there was room for further study.

JP 2009-298242 A

  Therefore, the present invention prevents the braking characteristics of the auxiliary brake pedal from being suddenly braked (so-called “braking brake”) that causes discomfort to the student (trainee) during non-emergency support with respect to the braking characteristics of the main brake pedal. The purpose is to make it possible to quickly and easily perform the operation of the contradictory characteristics of quick and powerful in the event of an emergency, depending on the instructor's intention.

  The braking device for an automobile according to the present invention includes a main brake pedal provided on the driver's seat side, a braking force adjusting device that adjusts a braking force by operating the main brake pedal, and the main brake pedal provided on the passenger seat side. In an automobile braking device comprising an auxiliary brake pedal that is controllably connected to the braking force adjusting device independently of the operation of the operation amount, an operation amount information acquisition unit that acquires information on the operation amount of the auxiliary brake pedal; Determining means for determining an emergency state or a non-emergency state based on the operation amount information, and depending on the determination result, the braking characteristic of the auxiliary brake pedal is braked more than the emergency braking characteristic in the emergency state and the emergency braking characteristic. And a braking characteristic changing means for changing to any one of the non-emergency braking characteristics in the non-emergency state where the braking force in the initial region is low.

  According to the above configuration, emergency braking can be quickly performed by the auxiliary brake while suppressing sudden braking by the auxiliary brake pedal unpleasant for the driver.

  The determination means is not limited to determination based only on the operation amount information regarding the operation amount of the auxiliary brake pedal acquired by the operation amount information acquisition means. For example, the driver's tension level (perspiration state, pupil opening degree) ) And other information is not excluded.

  As an aspect of the present invention, the operation amount is a depression speed of the auxiliary brake pedal, and the non-emergency state can be a state where the depression speed of the auxiliary brake pedal is less than a predetermined value.

  According to the above configuration, the braking characteristic can be quickly adjusted only by the auxiliary brake pedal.

  As an aspect of the present invention, the operation amount is a stroke or a pedaling force of the auxiliary brake pedal, and the non-emergency state can be a state where the stroke or the pedaling force of the auxiliary brake pedal is less than a predetermined value.

  According to the above configuration, the braking characteristic can be quickly adjusted only by the auxiliary brake pedal. In addition, in a non-emergency state, it is possible to perform a brake operation that suppresses acute movement by the auxiliary brake pedal.

  As an aspect of the present invention, the transition characteristic from the emergency braking characteristic to the non-emergency braking characteristic can be made gentler than the transition characteristic from the non-emergency braking characteristic to the emergency braking characteristic.

  According to the above configuration, the braking force that acts on the depression force of the auxiliary brake pedal when the auxiliary braking characteristic shifts from the non-emergency braking characteristic to the emergency braking characteristic or when the auxiliary brake pedal is stepped back after reaching the emergency braking characteristic. Can be prevented at a stretch, and the passenger on the passenger seat side can be prevented from feeling uncomfortable (so-called slippery feeling).

  According to the present invention, the braking characteristic by the auxiliary brake pedal is made gentler than the braking characteristic by the main brake pedal so as to prevent sudden braking (so-called bracket brake) that causes discomfort to the student during non-emergency support. On the other hand, it is possible to quickly and easily perform the operation of the contradictory characteristic of being quick and powerful in an emergency in accordance with the instructor's intention.

1 is a schematic configuration diagram of a braking device according to an embodiment of the present invention. The map figure which shows the relationship between the pedal effort in 1st Embodiment, and brake fluid pressure The figure which shows an example of the table which classifies the operation scene of an auxiliary brake The figure which shows an example of the determination table of the braking device of 1st Embodiment. The flowchart which shows the Example of the braking device of 1st Embodiment. The map figure which shows the relationship between the pedal effort and brake fluid pressure in 2nd Embodiment The flowchart which shows the Example of the braking device of 2nd Embodiment. The figure which shows an example of the determination table of the braking device of 3rd Embodiment. The map figure which shows the relationship between the pedal effort and brake fluid pressure in 3rd Embodiment The flowchart which shows the Example of the braking device of 3rd Embodiment. 10 is a flowchart showing the determination process in step 3 in FIG. The flowchart which shows the other Example of the braking device of 3rd Embodiment.

An embodiment in which the braking device 1 according to the embodiment of the present invention is mounted on a four-wheel vehicle for driving training (training vehicle) will be described in detail below with reference to the drawings.
(First embodiment)
1 to 5 relate to a first embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a braking device of the first embodiment, and FIG. 2 shows a relationship between pedal depression force and brake hydraulic pressure in the first embodiment. 3 is a map diagram, FIG. 3 is a diagram showing an example of a table for classifying operation scenes of auxiliary brakes, FIG. 4 is a diagram showing an example of a determination table of the braking device of the first embodiment, and FIG. FIG. 4B is a determination table for determining a braking characteristic according to the depression force of the auxiliary brake pedal, and FIG. 5 is a braking table according to the first embodiment. 2 shows a flowchart illustrating an embodiment of the apparatus.

  As shown in FIG. 1, the braking device 1 includes a main brake pedal 2 that is depressed by a driver (mainly a student) when a vehicle is operated, and a passenger (mainly an instructor) on the passenger seat side when the vehicle is operated. ), The depression force detection sensor 5 (5a, 5b) for detecting the depression force as the brake pedal operation amount, and the stroke detection for detecting the depression amount (stroke) as the brake pedal operation amount. Brake means 16FL, 16RR, 16FR, 16RL provided corresponding to sensors 6 (6a, 6b), ECU 7 (Electronic Control Unit), brake actuator 8, hydraulic pressure control device 15, and various wheels not shown. And the opening degree of the accelerator pedal 4 as various sensors other than the pedaling force detection sensor 5 and the stroke detection sensor 6 are detected. An accelerator opening sensor 17, vehicle speed sensor 21, a shift lever position detecting sensor 22 (the shift lever P sensors), and an ignition switch ON / OFF detection sensors 23 (IG sensor) or the like.

  The main brake pedal 2 is provided at the foot position on the driver's seat side of the dash panel that partitions the engine room and the passenger compartment, and the auxiliary brake pedal 3 is provided at the foot position on the passenger seat side of the dash panel.

  The pedal force detection sensor 5 and the stroke detection sensor 6 are provided on the respective sides of the main brake pedal 2 and the auxiliary brake pedal 3, and detect the pedal force and the depression amount (stroke) as the operation amount of the corresponding brake pedal 2 or 3. In addition, it is configured to detect the presence or absence of a stepping operation as necessary.

  The pedal force detection sensor 5a and stroke detection sensor 6a on the main brake pedal 2 side and the pedal force detection sensor 5a and stroke detection sensor 6a on the auxiliary brake pedal 3 side have the same configuration. A description will be given based on the two-side pedal force detection sensor 5a and the stroke detection sensor 6a.

  This pedal force detection sensor 5 has a built-in spring 5s that bends and deforms in response to the depression of the main brake pedal 2. As a pedal operation amount based on the amount of bending of the spring 5s, for example, a pedal depression force or a depression amount (stroke). Can be detected, and a signal related to the detected pedal operation amount is transmitted to the ECU 7. That is, the pedaling force detection sensor 5a provided on the main brake pedal 2 side and the pedaling force detection sensor 5b provided on the auxiliary brake pedal 3 side are configured so that an electric signal based on the pedal operation amount can be output to the ECU 7 independently. ing.

  Further, when the main brake pedal 2 is depressed, a reaction force and a stroke corresponding to the pedal operation amount are applied to the main brake pedal 2 by the urging force from the spring 5s.

The stroke detection sensor 6 is an angle detection sensor such as a potentiometer that detects a depression angle (rotation angle) based on a resistance when the main brake pedal 2 is rotated (when it is oscillated) and an encoder that detects a depression angle based on a pulse. It is composed.
Further, the accelerator opening sensor 17 is also composed of an angle detection sensor like the stroke detection sensor 6 so that the accelerator opening can be detected.

  In the present embodiment, the vehicle speed sensor 21 is a rotation speed sensor 21a (wheel speed sensor) provided for each wheel so that the rotation speed of the wheel can be detected, and the average of the rotation speed for each wheel detected by the rotation speed sensor 21a. The vehicle speed information is acquired based on the price.

  The ECU 7 is an HB controller in which an input / output unit and the like are mounted. Although not shown, the electronic circuit board is a CPU (Central Processing Unit), and a ROM (Read Only Memory) that stores various programs executed by instructions of the CPU. And a RAM (Random Access Memory), the CPU reads out a control program stored in the ROM, expands it in the RAM, and executes various processes.

  The ECU 7 is electrically connected to the shift lever position detection sensor 22 and the ignition switch ON / OFF detection sensor 23 in addition to the pedaling force detection sensor 5, the stroke detection sensor 6, the vehicle speed sensor 21 and the accelerator opening sensor 17 described above. In addition to the pedal depression force, the depression amount, the vehicle speed, and the accelerator opening, information such as the shift lever position and the ON / OFF state of the ignition switch is acquired.

  Note that these detection signals are not limited to being directly input to the ECU 7 provided in the braking device 1, but are configured to be input to the ECU 7 (brake ECU 7) provided in the braking device 1 via another ECU such as an engine ECU (not shown). It is good. Further, in the present embodiment, the ECU 7 is configured to be able to acquire vehicle acceleration information based on the vehicle speed detected by the vehicle speed sensor 21 (by differentiating the vehicle speed). However, the acceleration information of the vehicle is not limited to such an acquisition method, and the vehicle may include an acceleration sensor and may be acquired based on a detection signal of the acceleration sensor.

  As described above, the ECU 7 performs opening / closing control of each valve (not shown) provided in the hydraulic pressure control device 15 and control of the pump motor 12 provided in the brake actuator 8 based on acquired information from the various sensors described above.

Further, the ECU 7 derives from the map illustrated in FIG. 2 the brake fluid pressure (hydraulic pressure) corresponding to the braking force to be applied to the vehicle with respect to the depression force (depression force) of the main brake pedal 2. Further, the ECU 7 derives from the map illustrated in FIG. 2 the brake fluid pressure corresponding to the braking force to be applied to the vehicle with respect to the depression force (depression force) of the auxiliary brake pedal 3 independently of the depression of the main brake pedal 2. To do. The ECU 7 increases or maintains the brake fluid pressure of each brake means 16FL, 16RR, 16FR, 16RL so that a braking force obtained by adding the braking forces based on the main brake pedal 2 and the auxiliary brake pedal 3 acts. Brake fluid pressure control for reducing pressure is executed. As a result, the main brake pedal 2 and the auxiliary brake pedal 3 are configured such that braking forces corresponding to the respective depression amounts are generated independently.
FIG. 2 is an example of a map of the first embodiment. In this map, the braking characteristic of the first embodiment showing the relationship between the brake pedal depression force and the brake fluid pressure is defined.

  In FIG. 2, the range where the pedaling force T of the auxiliary brake pedal 3 is 0 or more and less than Ta is defined as a speed adjustment region, and the range where the pedaling force T of the auxiliary brake pedal 3 is Ta or more and less than Tb is defined as an auxiliary brake region. A range where the pedaling force T is equal to or greater than Tb is defined as an emergency / danger avoidance region. Further, an initial braking region is a range (a region corresponding to a speed adjustment region and an auxiliary brake region) in which the depression force T of the auxiliary brake pedal 3 in FIG. 2 is 0 or more and less than Tb.

2 indicates a braking characteristic of the main brake pedal 2 (hereinafter referred to as “main braking characteristic”), and reference numeral X11 indicates a braking characteristic of the auxiliary brake pedal 3 (hereinafter referred to as “auxiliary braking characteristic”). ) Indicates a non-emergency braking characteristic, reference numeral X12 indicates an emergency braking characteristic among the braking characteristics of the auxiliary brake pedal 3, and reference numeral X13 indicates a non-emergency braking characteristic X11 to an emergency braking characteristic X12 among auxiliary braking characteristics. The emergency transition braking characteristic for shifting to the emergency shift characteristic X14 indicates the non-emergency transition braking characteristic for shifting from the emergency braking characteristic X12 to the non-emergency braking characteristic X11 among the auxiliary braking characteristics.
In this embodiment, as shown in the map of FIG. 2, the main braking characteristic Y and the emergency braking characteristic X12 of the auxiliary brake pedal 3 have the same waveform. That is, the main braking characteristic Y and the emergency braking characteristic X12 indicate linear characteristics in which the brake hydraulic pressure increases at a constant rate with respect to the pedal effort not only in the speed adjustment area and the auxiliary brake area but also in the emergency / danger avoidance area. .

  The non-emergency braking characteristic X11 of the auxiliary brake pedal 3 has a longer cut-in (play) area from the start of the pedal depression until the hydraulic pressure is generated than the main braking characteristic Y (T1 <T2). In the case of the characteristic Y, the rise (jump-up) of the brake fluid pressure with respect to the depression force at the start of the depression of the main brake pedal 2 is P1, whereas in the case of the non-emergency braking characteristic X11, the auxiliary brake pedal 3 There is no jump-up at the start of stepping, and it stands up slowly.

  In this embodiment, the non-emergency braking characteristic X11 is a characteristic in a range where the pedaling force T is equal to or greater than T2 and less than T3 as shown in FIG. 2, and is approximately the same gradient as the main braking characteristic Y until the pedaling force T reaches T3. When the pedaling force T in the auxiliary brake region is T3 or more and less than Tb, the rate of increase in the brake fluid pressure gradually increases so as to show, for example, an exponential function characteristic or a quadratic function characteristic. Shows a characteristic of increasing. When the pedal effort T reaches T3, the brake fluid pressure P becomes the brake fluid pressure P2 of the emergency braking characteristic X12.

  With respect to the auxiliary brake pedal 3, the ECU 7 determines (specifies) the auxiliary braking characteristic corresponding to the corresponding brake scene based on the acquisition information from various sensors and the determination tables 25 and 26 shown in FIGS. 4 (a) and 4 (b). Then, a hydraulic pressure (braking force) corresponding to the depression force on the auxiliary brake pedal 3 side is generated based on the auxiliary braking characteristics in the map shown in FIG.

  Specifically, as shown in FIG. 3, the above brake scene is a situation where the brake should be operated, but the student does not realize that it is the timing to depress the main brake pedal 2, or the depressing timing is When the amount of depression is not enough due to a delay (see the right column in FIG. 3), classification is performed by focusing on the difference in how the auxiliary brake pedal 3 is depressed by the instructor according to the situation example (see the middle column in FIG. 3). In this embodiment, as shown in FIG. 3, it is roughly divided into four scenes.

  The determination tables 25 and 26 are stored in a ROM as a storage means provided in the ECU 7, and as shown in FIG. 4A, the stepping speed X of the auxiliary brake pedal 3 is associated with various scenes in FIG. 4 and a determination table 26 in which the depression force T of the auxiliary brake pedal 3 and various scenes in FIG. 3 are associated with each other. Furthermore, in each of the determination tables 25 and 26 shown in FIGS. 4A and 4B, a predetermined auxiliary braking characteristic is associated with each scene so that the auxiliary braking characteristic is suitable for each scene.

  In this embodiment, as shown in the determination table 25 of FIG. 4A and the determination table 26 of FIG. 4B, “emergency / danger avoidance brake scene” (“emergency brake scene” and “danger avoidance brake scene”). ) Is set to the emergency braking characteristic X12, whereas the “auxiliary brake scene” and the “speed adjustment scene” are set to the same non-emergency braking characteristic X11.

  Thus, the ECU 7 determines (identifies) the corresponding scene based on the acquisition information of the various sensors and the determination tables 25 and 26 by executing a determination process (steps 3, 7, and 10 in FIG. 5) described later. Then, the brake fluid pressure based on the pedaling force is generated according to the auxiliary braking characteristic in the map corresponding to the scene.

As shown in FIG. 1, the brake actuator 8 described above includes a pump 11, a motor 12, a reservoir tank 13, and the like, and is connected to the ECU 7 and the hydraulic pressure control device 15.
The motor 12 is a motor for driving the pump 11, is connected to the ECU 7, and is driven to rotate based on a control signal output from the ECU 7. Although not shown, the motor 12 amplifies the drive of the motor 12 via a drive transmission mechanism such as a ball screw or a gear as necessary to drive the piston provided in the pump 11.

  The pump 11 is a pump for pressurizing the brake fluid, generates a hydraulic pressure corresponding to the rotational driving force of the motor 12 by the brake fluid as the hydraulic fluid supplied from the reservoir tank 13, and sends it to the hydraulic pressure control device 15.

  The brake means 16FL, 16RR, 16FR, 16RL are provided on four wheels (not shown) of the vehicle, for example, left and right front wheels and left and right rear wheels, and each brake means 16FL, 16RR, 16FR, 16RL is a wheel. And a caliper 16b that brakes the rotation of the disc rotor 16a. Thereby, a braking force is applied to each wheel (each front wheel, each rear wheel).

  The hydraulic pressure control device 15 includes various valves (not shown) that are controlled to open and close based on a signal from the ECU 7, and the hydraulic pressure from the brake actuator 8 is transmitted to the left and right front wheels via the brake side piping portions 12A, 12B, 12C, and 12D. The brake means 16FL, 16RR, 16FR, 16RL provided for the rear and rear wheels are distributed and supplied to the calipers 16b. Thereby, it is comprised so that the increase, holding | maintenance, and pressure reduction of the brake fluid pressure to generate | occur | produce in each of the caliper 16b can be controlled independently for every wheel.

Next, an embodiment in which driving training is performed using a training vehicle equipped with the braking device 1 described above will be described based on the flowchart shown in FIG.
When the vehicle system such as the ignition switch is turned on by the operation of the driver (student) (step 1: Yes), the ECU 7 executes processing for reading various sensor values (step 2). For example, the ECU 7 acquires information related to the pedaling force T of the auxiliary brake pedal 3 detected by the pedaling force detection sensor 5b, or assists based on a signal related to the stroke (pedal depression amount) of the auxiliary brake pedal 3 detected by the stroke detection sensor 6. Acquisition of information related to the operation amount of the auxiliary brake pedal 3 is started by calculating the stepping speed X of the brake pedal 3 (step 2).

  In the subsequent determination process of step 3, the ECU 7 makes a plurality (four in this embodiment, as shown in FIG. 3) based on the acquired information regarding the operation amount of the auxiliary brake pedal 3 and the determination table 25 shown in FIG. A corresponding brake scene is determined (specified) from among the brake scenes.

  Specifically, for example, when the student depresses the accelerator pedal 4 to drive the vehicle, or when the student tries to depress the accelerator pedal 4 to start the vehicle, the instructor uses the auxiliary brake pedal 3 of the instructor. If the stepping speed X is less than Xb, the ECU 7 determines “Yes” based on the determination table 25 in FIG. 4A (specified as “auxiliary brake scene” or “speed adjustment scene”) (step). 31: Yes).

  Further, when the stepping force T of the auxiliary brake pedal 3 by the instructor is less than Tb, the ECU 7 determines “Yes” based on the determination table 26 in FIG. 4B (“auxiliary brake scene” or “speed ("Adjustment scene") (step 32: Yes).

  As described above, when “Yes” (“auxiliary brake scene” or “speed adjustment scene”) is determined in step 31 and step 32, the auxiliary braking characteristic is set to the non-emergency braking characteristic X11. In accordance with the non-emergency braking characteristic X11 in the map, the brake fluid pressure corresponding to the depression force of the auxiliary brake pedal 3 is activated.

  On the other hand, when the stepping speed X of the auxiliary brake pedal 3 is Xb or more at step 31, it is determined as “No” (that is, specified as “emergency / danger avoidance brake scene” based on the determination table 25 in FIG. 4A). Then, the auxiliary braking characteristic is set to the emergency braking characteristic X12 through the emergency transition braking characteristic X13 (see FIG. 2) in step 6 (step 7), and the auxiliary brake pedal 3 is set according to the emergency braking characteristic X12 in the map of FIG. The brake fluid pressure is activated according to the pedal effort.

  Here, as shown in FIG. 2, the emergency transition braking characteristic X13 in step 6 is steep until it branches from the non-emergency braking characteristic X11 and reaches the emergency braking characteristic X12 when it is determined “No” in step 31. A linear characteristic that shifts (increases) is shown.

  The emergency braking characteristic X12 of step 7 shows the same characteristic as the braking characteristic of the main brake pedal 2 as described above.

  Eventually, when the depression speed X of the auxiliary brake pedal 3 becomes less than Xb, the ECU 7 determines “Yes” in step 81 (that is, “auxiliary brake scene” or “speed adjustment scene” based on the determination table 25 in FIG. 4A). When the pedaling force T becomes less than Tb, a “Yes” determination is made at step 82 (that is, an “auxiliary brake scene” or a “speed adjustment scene” is specified based on the determination table 26 in FIG. 4B). As a result, the auxiliary braking characteristic is set to the non-emergency braking characteristic X11 through the non-emergency transition braking characteristic X14 in step 9 (step 4), and the pedaling force of the auxiliary brake pedal 3 is changed according to the non-emergency braking characteristic X11 in the map of FIG. The corresponding brake fluid pressure is activated.

  Here, the non-emergency transition braking characteristic X14 in step 9 branches from the emergency braking characteristic X12 to the non-emergency braking characteristic X11 when it is determined "Yes" in step 81 and step 82, as shown in FIG. A linear characteristic that transitions (decreases) at a gentler slope than the slope of the emergency transition braking characteristic X13 is shown.

  If the instructor depresses the auxiliary brake pedal 3 again in step 9 while the auxiliary braking characteristic is shifting from the emergency braking characteristic X12 to the non-emergency braking characteristic X11 in accordance with the non-emergency transition braking characteristic X14, However, when the stepping speed X of the auxiliary brake pedal 3 is less than Xb and the stepping force T is less than Tb, the brake fluid pressure is set to operate according to the non-emergency braking characteristic X11 described above. be able to. However, when the stepping speed X of the auxiliary brake pedal 3 is again Xb or higher in step 9 or the stepping force T is Tb or higher, the brake fluid pressure is actuated according to the above-described steep slope emergency transition braking characteristic X13. You may set as follows.

  Further, when the stepping force T of the auxiliary brake pedal 3 is equal to or greater than Tb in step 32 or 82, the ECU 7 determines “No” in each step (that is, based on the determination table 26 in FIG. 4B). (Specify "emergency / danger avoidance brake scene"). Thus, the auxiliary braking characteristic is set to the emergency braking characteristic X12 in the emergency / danger avoidance area (step 10), and the pedaling force of the auxiliary brake pedal 3 is set according to the emergency braking characteristic X12 in the emergency / danger avoidance area in the map of FIG. The corresponding brake fluid pressure is activated.

  Eventually, when the stepping force T of the auxiliary brake becomes less than Tb, the ECU 7 determines “Yes” in step 11 (that is, identifies “auxiliary brake scene” or “speed adjustment scene” based on the determination table 26 in FIG. 4B). ) As a result, the auxiliary braking characteristic is set to the non-emergency braking characteristic X11 (step 4), and the brake fluid pressure corresponding to the depression force of the auxiliary brake pedal 3 is operated according to the non-emergency braking characteristic X11 in the map of FIG.

  In the present embodiment, the series of processes described above continues (step 5: No), and finally ends when the ignition switch is turned off (step 5: Yes).

  The automobile brake device 1 described above is provided on the driver's seat side, the main brake pedal 2 provided on the driver's seat side, the ECU 7 as a braking force adjusting device that adjusts the braking force by operating the main brake pedal 2, and the passenger seat side. In an automobile braking device including an auxiliary brake pedal 3 that is controllably connected to the ECU 7 independently of the operation of the main brake pedal 2 (see FIG. 1), the operation amount of the auxiliary brake pedal 3 (pedal stroke (Stepping amount), stepping force, stepping speed) The stepping force detection sensor 5 and the stroke detection sensor 6 as operation amount information acquisition means for acquiring information on the operation amount, and the emergency state (FIG. 4 (a), ( b) “Emergency / Danger Avoidance Brake Scene”) or Non-Emergency State (“Auxiliary Brake Scene” or “Speed Adjustment Scene” in FIGS. 4A and 4B) ECU 7 (that is, ECU 7 that executes steps 31, 32, 81, 82, and 11 in FIG. 5, in other words, ECU 7 that stores determination table 25 in FIG. 4 (a) and determination table 26 in FIG. 4 (b)). ) And the braking characteristic of the auxiliary brake pedal 3 according to the determination result, the emergency braking characteristic X12 in an emergency state (see FIG. 2), and the braking initial region (the speed adjustment region in FIG. The ECU 7 (stores the map of FIG. 2 and stores the map of FIG. 2) as a braking characteristic changing means for changing to any one of the non-emergency braking characteristics X11 (see FIG. 2) in the non-emergency state where the braking force of the auxiliary brake region is low. ECU 7, which executes steps 4, 6, 7, 9, and 10), brake actuator 8 and hydraulic pressure control device 15 are provided (FIGS. 1 to 5). Irradiation).

  According to the above configuration, emergency braking can be quickly performed by the auxiliary brake pedal 3 in an emergency while suppressing sudden braking by the auxiliary brake pedal 3 which is uncomfortable for the driver.

  More specifically, information relating to the stepping speed X and the stepping force T (or stepping stroke) is acquired as the operation amount of the auxiliary brake pedal 3, and the ECU 7 as the determination means is in an emergency state or a non-emergency state based on the acquired information. Determine whether. When the determination result is an emergency state (emergency / danger avoidance brake scene) (see FIG. 3, FIG. 4 (a), (b)), that is, in steps 31, 32, 81, 82, or 11 in FIG. In the case of “No” determination, the ECU 7 or the like as the braking characteristic changing device changes the auxiliary braking characteristic from the non-emergency braking characteristic X11 to the emergency braking characteristic X12 as shown in FIG.

  As a result, in an emergency, the auxiliary brake pedal 3 can apply a strong braking force based on the emergency braking characteristic X12 having a greater braking force and a shorter cut-in area, for example, than the non-emergency braking characteristic X11. That is, it is possible to quickly apply a large braking force in accordance with the intention of the passenger on the passenger side such as an instructor to cope with emergency braking.

  On the other hand, when the determination result is a non-emergency state (auxiliary brake scene or speed adjustment scene) (see FIG. 3, FIG. 4 (a), (b)), that is, steps 3 (31 and 32), 8 in FIG. When the determination is “Yes” at (81 and 82) or 11, the ECU 7 or the like changes the braking characteristic of the auxiliary brake pedal 3 from the emergency braking characteristic X12 to the non-emergency braking characteristic X11 as shown in FIG. To do.

  Thus, for example, even when an instructor who is an occupant on the passenger seat operates the auxiliary brake pedal 3 in order to support a student who is a driver during a non-emergency state driving that is not an emergency, sudden braking ( It is possible to prevent a large braking force that is connected to a so-called bracket brake) from acting.

  Accordingly, the braking operation of the main brake pedal 2 by the student can be supported by the braking operation of the auxiliary brake pedal 3 without causing discomfort to the student by the sudden braking by the auxiliary brake pedal 3 in the non-emergency state.

  Further, the automobile braking device 1 of the present embodiment, like a conventional automobile braking device, connects the main brake pedal 2 side and the auxiliary brake pedal 3 side with a wire (electric wire), a link, etc. Unlike the by-wire configuration that transmits the pedaling force on the pedal 3 side to the main brake pedal 2 side, for example, the auxiliary brake pedal 3 is braked against the wheels independently of the main brake pedal 2. Therefore, the above-described wires and links can be omitted, the space around the driver's seat can be secured, and the number of parts can be reduced.

  In addition, the amount of sensing provided as the automobile braking device 1 can be reduced, and existing ones can be utilized.

  More specifically, in Patent Document 1 (Japanese Patent Laid-Open No. 2009-298242), as described above, the pedaling force on the auxiliary brake pedal side relative to the main brake pedal side is prevented so that sudden braking due to operation of the auxiliary brake pedal can be prevented. There is disclosed a vehicle brake system configured to be able to automatically or manually adjust a final assist coefficient indicating an influence degree of a braking force based thereon.

  When the final assist coefficient is automatically set, the final assist coefficient is set based on detection results from various sensors such as a laser radar device, a yaw rate sensor, and a wheel speed sensor provided on both front and rear sides of the vehicle. However, since the operation amount information of the auxiliary brake pedal 3 in which the instructor's intention is most reflected in setting the final assist coefficient is acquired, an appropriate auxiliary braking characteristic intended by the passenger (instructor) on the passenger seat side can be obtained. In addition, there is a fear that the number of sensors and accuracy to be mounted are required to accurately grasp the various driving environment conditions outside the vehicle body, which may increase the cost.

  In addition, when the final assist coefficient is determined manually, it is performed by an occupant's operation before the vehicle travels. Therefore, not only setting work is required, but also in various travel scenes including emergency situations. It was difficult to say that the auxiliary braking characteristics in line with the instructor's intention were obtained.

  On the other hand, the braking device 1 for the vehicle according to the present embodiment changes the auxiliary braking characteristic based on the operation amount of the auxiliary brake pedal 3 in which the instructor's intention is most reflected, so that the auxiliary braking according to the instructor's intention is performed. In addition, it is not necessary to detect various vehicle running conditions such as inter-vehicular distance, yaw rate, and vehicle surrounding conditions, and in this embodiment, the stepping speed X can be obtained as the operation amount of the auxiliary brake pedal 3. Further, since it is sufficient to detect the treading force T, it can be realized at a low cost.

  As an aspect of the present invention, the operation amount is the depression speed X of the auxiliary brake pedal 3, and the non-emergency state can be a state where the depression speed X of the auxiliary brake pedal 3 is less than a predetermined value Xb (FIG. 4 ( a)).

  According to the above configuration, when the depression speed X of the auxiliary brake pedal 3 is less than the predetermined value Xb, it is determined (specified) as an auxiliary brake scene or a speed adjustment scene as a non-emergency state (FIGS. 3 and 4A). , Steps 31 and 81 in FIG. 5: Yes) In the non-emergency state, the auxiliary braking characteristic can be set to the non-emergency braking characteristic X11 that makes the braking force gentler than the emergency braking characteristic X12 (FIG. 2, FIG. Step 4 in 5).

  On the other hand, when the stepping speed X of the auxiliary brake pedal 3 is equal to or higher than the predetermined value Xb, the emergency state is determined (specified) as an emergency / danger avoidance brake scene (FIG. 3, FIG. 4 (a), step in FIG. 5). 31, 81: No) In the emergency state, when the instructor depresses the auxiliary brake pedal 3 at a stretch, the depressing speed is greatly increased. However, the instructor directly supports the increase of the depressing speed of the auxiliary brake pedal 3 to assist. The braking characteristic can be the emergency braking characteristic X12 that allows a sufficient braking force to be applied quickly (step 7 in FIGS. 2 and 5).

  Thus, since it was set as the structure which determines a non-emergency state or an emergency state based on the depression speed X of the auxiliary brake pedal 3 which can act on a braking force independently of operation of the main brake pedal 2, only the auxiliary brake pedal 3 is used. With this, it is possible to quickly adjust the auxiliary braking characteristics according to the instructor's intention.

  Further, as an aspect of the present invention, the operation amount is the depression force T of the auxiliary brake pedal 3, and the non-emergency state can be a state where the depression force T of the auxiliary brake pedal 3 is less than a predetermined value Tb (FIG. 4B). )reference).

  According to the above configuration, when the depression force T of the auxiliary brake pedal 3 is less than the predetermined value Tb, it is determined (specified) as an auxiliary brake scene or a speed adjustment scene as a non-emergency state (see FIGS. 3 and 4B, FIG. Step 32, 82, 11 in 5: Yes), the auxiliary braking characteristic is set to the non-emergency braking characteristic X11 (Step 4 in FIGS. 2 and 5).

  On the other hand, when the depressing force T of the auxiliary brake pedal 3 is equal to or greater than the predetermined value Tb, it is determined (identified) as an emergency / emergency avoidance brake scene (FIG. 3, FIG. 4 (b), step 32 in FIG. 5). , 82, 11: No), the auxiliary braking characteristic can be set to the emergency braking characteristic X12 in the emergency / danger avoidance region (step 10 in FIGS. 2 and 5).

  As described above, since the non-emergency state or the emergency state is determined based on the stepping force T of the auxiliary brake pedal 3 that can act on the braking force independently of the operation of the main brake pedal 2, only the auxiliary brake pedal 3 is used. It is possible to quickly adjust the braking characteristics according to the instructor's intention.

  As an aspect of the present invention, as shown in FIG. 2, a non-emergency transition braking characteristic X14, which is a transition characteristic from the emergency braking characteristic X12 or the emergency transition braking characteristic X13 to the non-emergency braking characteristic X11, is obtained from the non-emergency braking characteristic X11. The characteristic can be made gentler than the emergency transition braking characteristic X13 which is a transition characteristic to the emergency braking characteristic X12.

  According to the above configuration, when the auxiliary brake pedal 3 is moved from the non-emergency braking characteristic X11 to the emergency braking characteristic X12, or after reaching the emergency braking characteristic X12, the auxiliary brake pedal 3 is subjected to the stepping-back operation. It is possible to prevent the braking force acting on the pedaling force of the pedal 3 from decreasing at a stretch. That is, since the braking force that is applied when the instructor depresses the auxiliary brake pedal 3 from the actually depressed state is significantly lower than the braking force that has been acting so far, a sense of incongruity (so-called slipperiness) is felt. You can eliminate the embrace.

  In this embodiment, the non-emergency state or the emergency state is determined based on the stepping speed X and the stepping force T as the operation amount of the auxiliary brake pedal 3, but not limited to these, the stepping stroke and stepping acceleration of the auxiliary brake pedal 3 ( The amount of change in the stepping speed) may be adopted.

Below, the brake control apparatus in other embodiment is demonstrated.
However, among the configurations described below, the same reference numerals are given to the same configurations as those in the first embodiment described above, and the description thereof is omitted.

(Second Embodiment)
The ECU 7 provided in the braking device according to the second embodiment has a higher control amount than that of the main brake pedal 2 in accordance with, for example, the operation speed X or the pedal effort T of the auxiliary brake pedal 3 as the operation state of the auxiliary brake pedal 3. An emergency brake process (steps 6 and 9 in FIG. 7), which will be described later, for generating power in the auxiliary brake pedal 3 is executed.

  Specifically, when the operation speed X of the auxiliary brake pedal 3 is equal to or higher than the predetermined value Xb based on the determination table 25 in FIG. 4A, the ECU 7 determines from the non-emergency braking characteristic X21 as shown in the map in FIG. A configuration in which the auxiliary braking characteristic is changed to the emergency braking characteristic X22, and when the pedaling force T is greater than or equal to a predetermined value Tb based on the determination table 26 of FIG. 4B, as shown in the map of FIG. The auxiliary braking characteristic is changed from the braking characteristic X21 to the emergency braking characteristic X23 in the emergency / danger avoidance region.

  FIG. 6 is an example of a map of the second embodiment. In this map, the braking characteristic of the second embodiment showing the relationship between the brake pedal depression force and the brake fluid pressure is defined.

  6 indicates the non-emergency braking characteristic among the auxiliary braking characteristics, the code X22 indicates the emergency braking characteristic when the operation speed X is equal to or higher than the predetermined value Xb, and the code X23 indicates the auxiliary braking characteristic. Among the characteristics, an emergency braking characteristic in the emergency / danger avoidance region when the pedaling force T is equal to or greater than a predetermined value Tb is shown. Further, reference sign X22 ′ indicates a non-emergency transition braking characteristic for shifting from the emergency braking characteristic X22 to the non-emergency braking characteristic X21 among the auxiliary braking characteristics, and reference sign X23 ′ indicates from the emergency braking characteristic X23 among the auxiliary braking characteristics. The non-emergency transition braking characteristic for shifting to the non-emergency braking characteristic X21 is shown.

  The non-emergency braking characteristic X21 rises (jumps up) through a cut-in (play) from the start of the depression of the auxiliary pedal pedal 3 until the brake fluid pressure is generated, and then the brake fluid pressure against the pedal effort is increased. It shows a linear characteristic that increases at a constant rate.

  That is, the non-emergency braking characteristic X21 can be set to a characteristic that provides a braking force equal to or less than the main braking characteristic Y with the same operation amount as the main brake pedal 2, but in this embodiment, the non-emergency braking characteristic X21 has the same braking characteristic as the main braking characteristic Y. It is set.

  Both the emergency braking characteristic X22 when the operation speed X is equal to or greater than the predetermined value Xb and the emergency braking characteristic X23 when the pedaling force T is equal to or greater than the predetermined value Tb (emergency / danger avoidance region) are the same operation as the main brake pedal 2. The linear characteristic has a steeper slope than the main braking characteristic Y so as to generate a braking force higher than the main braking characteristic Y by the amount.

  An example in which driving training is performed using a training vehicle equipped with the braking device 1 of the second embodiment will be described based on the flowchart shown in FIG. However, since the processing from Step 1 to Step 5 in FIG. 7 is the same as Step 1 to Step 5 in FIG. 5 described above, the description thereof is omitted.

  When the stepping speed X of the auxiliary brake pedal 3 is equal to or higher than Xb in step 31, the ECU 7 determines “No” (that is, “emergency / danger avoidance brake scene” based on the determination table 25 of FIG. 4A). In the emergency brake process of step 6, the auxiliary brake characteristic is set to the emergency brake characteristic X22, so that the brake fluid pressure corresponding to the depression force of the auxiliary brake pedal 3 is set according to the emergency brake characteristic X22 in the map of FIG. Operate.

  That is, the emergency braking characteristic X22 of the second embodiment is branched from the non-emergency braking characteristic X21 from the time point determined as “No” in step 31 to the non-emergency braking characteristic X21 and the main braking characteristic X21. The characteristic of rising with a steeper slope than the braking characteristic Y is shown.

  Eventually, when the depression speed X of the auxiliary brake pedal 3 becomes less than Xb, the ECU 7 determines “Yes” in step 71 (that is, “auxiliary brake scene” or “speed adjustment scene” based on the determination table 25 of FIG. 4A). When the pedaling force T becomes less than Tb, a “Yes” determination is made at step 72 (that is, an “auxiliary brake scene” or a “speed adjustment scene” is specified based on the determination table 26 in FIG. 4B). As a result, the auxiliary braking characteristic is set to the non-emergency braking characteristic X21 through the non-emergency transition braking characteristic X22 'in step 8 (step 4), and the pedaling force of the auxiliary brake pedal 3 is changed according to the non-emergency braking characteristic X21 in the map of FIG. The corresponding brake fluid pressure is activated.

  Here, as shown in FIG. 6, the non-emergency transition braking characteristic X22 ′ in step 8 branches from the emergency braking characteristic X22 and reaches the non-emergency braking characteristic X21 when it is determined “Yes” in step 71. The linear characteristic which shifts (falls) at a gentler slope than the slope of the emergency braking characteristic X22 is shown.

  In this embodiment, after the auxiliary braking characteristic is set to the emergency braking characteristic X22 in step 6, if the stepping force T of the auxiliary brake pedal 3 becomes equal to or greater than Tb (step 72: No), even if the auxiliary brake is Even when the stepping speed X becomes less than Xb (step 71: Yes), the auxiliary braking characteristic is set to be maintained at the emergency braking characteristic X22.

  Further, when the stepping force T of the auxiliary brake pedal 3 is equal to or greater than Tb in step 32, the ECU 7 determines “No” (that is, the “emergency / danger avoidance brake scene” based on the determination table 26 in FIG. 4B). ”). As a result, step 9 as emergency brake processing is executed, and the auxiliary braking characteristic is set to the emergency braking characteristic X23 in the emergency / danger avoidance area. As shown in the map of FIG. The brake fluid pressure corresponding to the depression force of the auxiliary brake pedal 3 is actuated according to the braking characteristic X23.

  Eventually, the ECU 7 determines “Yes” in step 10 when the stepping force T of the auxiliary brake pedal 3 becomes less than Tb (that is, based on the determination table 26 of FIG. 4B, “auxiliary brake scene” or “speed adjustment scene”). Specified). As a result, the auxiliary braking characteristic is set to the non-emergency braking characteristic X21 through the non-emergency transition braking characteristic X23 'in step 11 (step 4), and according to the depression force of the auxiliary brake pedal 3 according to the non-emergency braking characteristic X21 in the map of FIG. The brake fluid pressure is activated.

  Here, as shown in FIG. 6, the non-emergency transition braking characteristic X23 ′ in step 11 branches from the emergency braking characteristic X23 and reaches the non-emergency braking characteristic X21 when it is determined “Yes” in step 10. The linear characteristic which shifts (falls) at a gentler slope than the slope of the emergency braking characteristic X23 is shown.

  In steps 8 and 11, the instructor pushes the auxiliary brake pedal 3 while the auxiliary braking characteristic is shifting from the emergency braking characteristic X22, X23 to the non-emergency braking characteristic X21 according to the non-emergency transition braking characteristics X22 ′, X23 ′. When the pedal is stepped on again, although not shown, when the stepping speed X of the auxiliary brake pedal 3 again is less than Xb and the stepping force T is less than Tb, the brake fluid pressure is described above with respect to the pedaling force. It can be raised according to the non-emergency braking characteristic X21. However, when the stepping speed X of the auxiliary brake pedal 3 is again Xb or higher in steps 8 and 11, or the stepping force T is Tb or higher, emergency braking with the steep slope described above with respect to the pedaling force is performed. The brake fluid pressure may be set to increase according to the characteristics X22 and X23.

  In the present embodiment, the series of processes described above continues (step 5: No), and finally ends when the ignition switch is turned off (step 5: Yes).

  According to the automobile braking device 1 described above, the main brake pedal 2 provided on the driver's seat side, the ECU 7 as a braking force adjusting device for adjusting the braking force by the operation of the main brake pedal 2, and the passenger seat side And an auxiliary brake pedal 3 that is controllably connected to the ECU 7 independently of the operation of the main brake pedal 2 (see FIG. 1), and the main brake pedal according to the operating state of the auxiliary brake pedal 3 ECU 7 as an emergency auxiliary brake means for generating a braking force higher in the auxiliary brake pedal 3 with the same operation amount than 2 (that is, ECU 7 executing steps 6 and 9 in FIG. 7, in other words, storing the map in FIG. 6). ECU 7).

  According to the above configuration, depending on the operation state (stepping speed, stepping force) of the auxiliary brake pedal 3 (in the case of Steps 31, 32, 71, 72, 10: No in FIG. 7), the auxiliary braking characteristic is changed to the main brake pedal. 2 can be set to emergency braking characteristics X22 and X23 that generate a braking force higher than the main braking characteristic Y with the same operation amount (map in FIG. 6, steps 6 and 9 in FIG. 7). can do.

  On the contrary, depending on the operation state of the auxiliary brake pedal 3 (stepping speed, pedaling force) (in the case of Steps 31, 32, 71, 72, 10: Yes in FIG. 7), the auxiliary braking characteristic is the same as that of the main brake pedal 2. Since the non-emergency braking characteristic X21 that suppresses the braking force to the same or less than the main braking characteristic Y by the operation amount can be set (map in FIG. 6, step 4 in FIG. 7), the sudden uncomfortable for the driver in a non-emergency Braking can be suppressed.

  In addition, the determination as to whether or not the auxiliary braking characteristic is set to the emergency braking characteristic X22, X23 or the non-emergency braking characteristic X21 can be made based only on information regarding the operation state of the auxiliary brake pedal 3, that is, the depression speed and the pedaling force.

  Therefore, with a simple configuration, it is possible to achieve quick emergency braking in an emergency while suppressing sudden braking that is uncomfortable for the driver in non-emergencies.

  As an aspect of the present invention, pedal stroke information is detected from a stroke detection sensor 6b as a stroke detection means provided in the auxiliary brake pedal 3, and an ECU 7 as an emergency auxiliary brake means (that is, an ECU 7 that executes step 6 in FIG. 7). In other words, the ECU 7) storing the map of FIG. 6 obtains the depression speed information as the operation state of the auxiliary brake pedal 3 based on the pedal stroke information, and further the depression speed X of the auxiliary brake pedal 3 is the predetermined value Xb. At the above time (step 31: No in FIG. 7), the main braking characteristic with the same operation amount as the main brake pedal 2 from the non-emergency braking characteristic X21 showing the same characteristic as the main braking characteristic Y with the same operation amount as the main brake pedal 2. The auxiliary braking characteristic can be changed to the emergency braking characteristic X22 that generates a braking force higher than Y (the map in FIG. 6). , Step 6 in FIG. 7).

  According to the above configuration, when the depression speed X of the auxiliary brake pedal 3 is equal to or higher than the predetermined value Xb (step 31: No in FIG. 7), the auxiliary braking characteristic is changed from the non-emergency braking characteristic X21 to the emergency braking characteristic X22. Therefore, the braking characteristic can be quickly adjusted only by operating the auxiliary brake pedal 3 (step 6 in FIG. 6 and step 6 in FIG. 7).

  Further, as an aspect of the present invention, the operation state of the auxiliary brake pedal 3 is the depression force T of the auxiliary brake pedal 3, and the ECU 7 as an emergency auxiliary brake means (that is, the ECU 7 that executes step 9 in FIG. 7, in other words, The ECU 7 that stores the map of FIG. 6 has the same amount of operation as the main brake pedal 2 and the main braking characteristic Y when the pedaling force T of the auxiliary brake pedal 3 is equal to or greater than the predetermined value Tb (step 32: No in FIG. 7). The auxiliary braking characteristic is changed from the non-emergency braking characteristic X21 showing the same characteristic to the emergency braking characteristic X23 that generates a braking force higher than the main braking characteristic Y with the same operation amount as the main brake pedal 2 (FIG. 6 map, step 9) in FIG.

  According to the above configuration, when the depression force T of the auxiliary brake pedal 3 is equal to or greater than the predetermined value Tb (step 32 in FIG. 7: No), the auxiliary braking characteristic is changed from the non-emergency braking characteristic X21 to the emergency braking characteristic X23. In order to change (the map in FIG. 6, step 9 in FIG. 7), the braking characteristic can be quickly adjusted only by operating the auxiliary brake pedal 3.

  Further, as an aspect of the present invention, an emergency braking characteristic X22 that generates a braking force higher than the main braking characteristic Y with the same operation amount as that of the main brake pedal 2, like the braking characteristics indicated by reference numerals X22 'and X23' in FIG. , X23 to the non-emergency transition braking characteristic X22 ′, X23 ′ that shifts to the non-emergency braking characteristic X21 showing the same characteristic as the main braking characteristic Y with the same operation amount as the main brake pedal 2, that is, the return characteristic to the non-emergency braking characteristic X21 X22 ′ and X23 ′ can be made gentler than the emergency braking characteristics X22 and X23 (map in FIG. 6, steps 8 and 11 in FIG. 7).

  According to the above configuration, the auxiliary braking characteristic acts on the pedaling force of the auxiliary brake pedal 3 when the stepping back operation of the auxiliary brake pedal 3 is performed after the transition from the non-emergency braking characteristic X21 to the emergency braking characteristics X22 and X23. It is possible to prevent the braking force from being lowered at a stretch. That is, since the braking force that is applied when the instructor depresses the auxiliary brake pedal 3 from the actually depressed state is significantly lower than the braking force that has been acting so far, a sense of incongruity (so-called slipperiness) is felt. You can eliminate the embrace.

  In the present embodiment, the non-emergency state or the emergency state is determined based on the stepping speed X and the stepping force T as the operation amount of the auxiliary brake pedal 3. However, the present invention is not limited to this. Depression acceleration (change amount of depressing speed) may be adopted.

(Third embodiment)
Whether the brake device 1 of the third embodiment has an intention to decelerate the vehicle so that the driver decelerates the vehicle in addition to determining whether or not it is an emergency state based on the operation amount of the auxiliary brake pedal 3. No, in other words, the state in which the driver intends to continue traveling (the vehicle is in a traveling state) or the state in which the driver intends to decelerate (the state in which the vehicle heads to stop) The ECU 7 includes a determination process that is determined using the determination table 27 shown in FIG. 8 based on the operation state, and a process that changes the auxiliary braking characteristic according to the determination result.

  Here, the vehicle state in the present embodiment indicates, for example, at least one of the vehicle speed, the vehicle acceleration, whether the vehicle is stopped, and the traveling direction of the vehicle.

  The operation state of the driver in the present embodiment indicates at least one of the shift lever position, the accelerator opening, and the depression operation amount (stroke (depression amount), depression force) of the main brake pedal 2.

  Further, the determination table 27 is stored in a ROM as a storage means provided in the ECU 7, and as shown in the conceptual diagram of the determination table in FIG. If there is urgentness, and the stepping speed X of the auxiliary brake pedal 3 is less than the predetermined value Xb and satisfies any one of the conditions a1 to a4 in FIG. The cases other than those described above are “no vehicle deceleration intention”.

  Then, when the ECU 7 determines “emergency exists” based on the determination table 27 of FIG. 8, as shown in the map of FIG. 9A, from the braking characteristic X31 without deceleration intention or the braking characteristic X36 with deceleration intention. The auxiliary braking characteristic is changed to the emergency braking characteristic X32, and when it is determined that “the vehicle is decelerating intention”, as shown in the map of FIG. The auxiliary braking characteristic is changed to the effective braking characteristic X36, and when it is determined that “the vehicle does not intend to decelerate”, as shown in the map of FIG. The auxiliary braking characteristic is changed to the non-existing braking characteristic X31.

  FIG. 9A is an example of a map according to the third embodiment. In this map, the braking characteristic of the third embodiment showing the relationship between the brake pedal depression force and the brake fluid pressure is defined.

  The symbol X31 in FIG. 9A indicates the braking characteristic without deceleration intention among the auxiliary braking characteristics, the symbol X32 indicates the emergency braking characteristic among the auxiliary braking characteristics, and the symbol X36 indicates the braking characteristic with deceleration intention among the auxiliary braking characteristics. Is shown. Further, reference numeral X33 indicates an emergency transition braking characteristic for shifting from the unintended deceleration characteristic X31 to the emergency braking characteristic X32 among the auxiliary braking characteristics, and reference numeral X34 indicates that there is no intention to decelerate from the emergency braking characteristic X32 among the auxiliary braking characteristics. A non-emergency transition braking characteristic for shifting to the braking characteristic X31 is indicated, and a reference numeral X38 indicates a transition braking characteristic without intention to decelerate for shifting from the braking characteristic with deceleration intention X36 to the braking characteristic without deceleration intention X31 among the auxiliary braking characteristics. Show.

  In this embodiment, as shown in the map of FIG. 9A, the emergency braking characteristic X32 of the auxiliary brake pedal 3 is set to the same waveform as the main braking characteristic Y, and not only the speed adjustment area and the auxiliary braking area. In the emergency / danger avoidance region, the brake fluid pressure increases linearly with respect to the pedal effort.

  As shown in FIG. 9 (a), the unintentional braking characteristic X31 indicates a characteristic that is suppressed to a braking force smaller than the main braking characteristic Y with the same operation amount as that of the main brake pedal 2. Specifically, the braking characteristic X31 without deceleration intention has a longer cut-in (play) area from the start of pedal depression to the generation of hydraulic pressure than the main braking characteristic Y (T1 <T2), and the main braking characteristic. In the case of Y, when the brake fluid pressure rise (jump-up) with respect to the depression force at the start of the depression of the main brake pedal 2 is P1, but the brake characteristic X31 without deceleration intention is started, the depression of the auxiliary brake pedal 3 is started. Stand up slowly without jumping up.

  Further, the braking characteristic X31 without deceleration intention is a characteristic in which the pedaling force T in the auxiliary brake region passes through the cut-in region and is less than T2 and less than Tb, and until the pedaling force T reaches T3 (> Ta), It shows a linear characteristic that gradually rises with substantially the same gradient as the linear characteristic after jump-up of the main brake characteristic Y. When the pedaling force T in the auxiliary brake region is T3 or more and less than Tb, as the pedaling force increases, for example, an exponential function or a quadratic function As the function shows, the brake fluid pressure increases gradually increasing. When the pedal effort T reaches T3, the brake fluid pressure P becomes the brake fluid pressure P2 of the main braking characteristic Y and the emergency braking characteristic X12.

  The braking characteristic with deceleration intention X36 is a linear characteristic with a steeper slope than the braking characteristic without deceleration intention X31 so that a braking force higher than the braking characteristic without deceleration intention X31 is generated with the same operation amount of the auxiliary brake pedal 3.

  An embodiment in which driving training is performed using a training vehicle equipped with the braking device 1 described above will be described based on the flowcharts shown in FIGS. 10 and 11. However, it is assumed that the initial setting of the auxiliary braking characteristic is set to the braking characteristic without deceleration intention X31.

  When the vehicle system such as the ignition switch is turned on by the operation of the driver (student) (step 1: Yes in FIG. 10), the ECU 7 executes processing for reading various sensor values (step 2 in FIG. 10). For example, in step 2, the ECU 7 calculates the depression speed of the auxiliary brake pedal 3 based on the stroke (pedal depression amount) detected from the stroke detection sensor 6b provided in the auxiliary brake pedal 3, and the vehicle speed detected by the vehicle speed sensor 21. Based on the above, processing for calculating the vehicle acceleration is performed.

  Next, in the determination process of step 3, the ECU 7 determines whether or not the driver has a vehicle deceleration intention to decelerate the vehicle in addition to the presence or absence of urgency and the vehicle state information acquired from various sensors and the driver's intention. The determination is made based on information related to the operation state.

Details of the determination processing in step 3 will be described with reference to the flowchart shown in FIG.
First, in step 31, the ECU 7 determines whether or not the stepping speed X as the operation amount of the auxiliary brake pedal 3 is equal to or greater than a predetermined value Xb. Specifically, when the stepping speed X of the auxiliary brake pedal 3 is equal to or higher than a predetermined value Xb (step 31: Yes), the ECU 7 determines “emergency” based on the determination table 27 shown in FIG. Step 39).

  On the other hand, when the depression speed X of the auxiliary brake pedal 3 is less than the predetermined value Xb (step 31: No), the ECU 7 determines “no urgency” based on the determination table 27 shown in FIG. Proceed to the determination process.

  In step 32, the ECU 7 determines whether or not the stepping stroke as the operation amount of the main brake pedal 2 is 0 or less. If the depression stroke of the main brake pedal 2 is greater than 0 (step 32: Yes), it is determined that there is an obvious deceleration intention, and “deceleration intention is present” is determined based on the determination table 27 shown in FIG. 8 (step 37, FIG. 8 (see condition a1).

  On the other hand, when the depression stroke of the main brake pedal 2 is 0 or less in Step 32 (Step 32: No), that is, when the driver does not depress the main brake pedal 2 at all or only within the range of play. The ECU 7 proceeds to the determination process in step 33.

  In step 33, the ECU 7 determines whether or not the vehicle is traveling in a direction different from the direction indicated by the shift position, based on the information on the vehicle speed, the vehicle acceleration, and the shift position. When the vehicle is traveling in a direction different from the direction indicated by the shift position (step 33: Yes), for example, even when the shift lever is in the neutral position in a situation where the vehicle is stopped on the uphill When the vehicle starts to reverse, it is assumed that an obvious deceleration intention is recognized as in step 32 (that is, the vehicle starts to move in a direction different from the direction intended by the driver). Based on the above, a “deceleration intention is present” determination is made (see step 37, condition a2 in FIG. 8).

  On the other hand, if the vehicle does not travel in a direction different from the direction indicated by the shift position in step 33 (step 33: No), the ECU 7 proceeds to a determination process in step 34.

  In step 34, the ECU 7 determines whether or not the condition that the accelerator opening amount is decreased and the vehicle is decelerating is satisfied based on the information about the accelerator opening amount and the vehicle acceleration (change amount of the vehicle speed). . Specifically, in step 34, when the accelerator opening amount is constant or increased, or the vehicle speed is constant or increased (step 34: No), it is recognized that the driver does not intend to decelerate the vehicle, so the ECU 7 is shown in FIG. Based on the determination table 27, “no deceleration intention” determination is made (see step 38, condition a3 in FIG. 8).

  On the other hand, when the accelerator opening amount is decreased and the vehicle is decelerating (step 34: Yes), it is estimated that the driver has an intention to decelerate the vehicle, so the ECU 7 proceeds to the determination process of step 35.

  In step 35, the ECU 7 determines that the accelerator opening is 0 or less (when the accelerator pedal 4 is not depressed at all or only within the range of play) based on the information on the accelerator opening amount and the vehicle speed, and the vehicle decelerates. It is determined whether or not. In step 35, when the accelerator opening is larger than 0 or the vehicle speed is constant or increased (step 35: No), it is recognized that the driver does not intend to decelerate the vehicle. Therefore, the ECU 7 displays the determination table 27 shown in FIG. Based on this, “no deceleration intention” is determined (see step 38, condition a4 in FIG. 8).

  On the other hand, when the accelerator opening is 0 or less and the vehicle decelerates (step 35: Yes), it is estimated that the driver has an intention to decelerate the vehicle.

  In step 36, the ECU 7 determines whether or not the vehicle speed is greater than a predetermined value (for example, a predetermined value in a range of 50 km / h or more) based on the information related to the vehicle speed. In step 36, if the vehicle speed is greater than the predetermined value (step 36: No), the ECU 7 makes a “no deceleration intention” determination based on the determination table 27 shown in FIG. 8 (step 38, conditions a3 and a4 in FIG. 8). reference).

  On the other hand, when the vehicle speed is equal to or lower than the predetermined value (step 36: Yes), the ECU 7 determines that “the vehicle is intended to decelerate” (see step 37, conditions a3 and a4 in FIG. 8), and the step in FIG. The determination process 3 is finished.

  In the determination process of steps 34 to 36 in FIG. 11 described above, it is not determined whether the driver intends to decelerate the vehicle based on whether or not the vehicle is decelerating. In addition to determining whether the vehicle speed is equal to or less than 0, whether or not the vehicle speed is equal to or less than the predetermined value is also determined in combination. For example, while applying the engine brake (without depressing the main brake pedal 2), the vehicle travels down the slope. In this situation, it is possible to eliminate erroneous determination of “there is an intention to decelerate” (step 38), and to improve the determination accuracy.

  Even when the vehicle is decelerated by reducing the accelerator opening amount by operating the accelerator pedal 4 by the driver or by making the accelerator opening amount 0 or less (step 34: Yes, step 35: Yes). When traveling on a highway at approximately 80 km / h, for example, while traveling at a certain vehicle speed, the vehicle often travels while adjusting the speed by maintaining the accelerator opening amount substantially constant. In this way, if the auxiliary braking characteristic is strengthened in a traveling state where the vehicle speed is high to some extent, there is a high possibility that sudden braking (so-called bracket braking) which is not intended by the driver by the operation of the auxiliary brake pedal 3 will occur.

  On the other hand, in this embodiment, when the vehicle speed is larger than the predetermined value in the determination process of step 36 in FIG. 11 (step 36: No), the ECU 7 determines “no deceleration intention” based on the determination table 27 (step 38), a braking characteristic based on the setting of no deceleration intention in step 41 (described later) in FIG. 10 in which the braking force is weakened as will be described later (the braking characteristic without deceleration intention in FIG. 9 (a)). X31) can ensure comfortable driving for the driver.

  In subsequent step 4 in FIG. 10, when it is determined in the determination process in step 3 that “emergency exists” (step 39 in FIG. 11) (step 4: No. 1), the auxiliary braking characteristic is as shown in FIG. As shown in a), the braking characteristic X32 (emergency braking characteristic X32 based on the emergency setting is passed through the braking characteristic X33 (emergency transition braking characteristic X33) based on the emergency transition setting in step 5 from the braking characteristic X31 without deceleration intention which is the initial setting. (Step 6), the brake fluid pressure corresponding to the depression force of the auxiliary brake pedal 3 is actuated according to the emergency braking characteristic X32 in the map of FIG.

  Here, the emergency transition braking characteristic X33 in Step 5 is an auxiliary braking characteristic when the braking intention unintentional braking characteristic X31 is shifted to the emergency braking characteristic X32, and from the time point determined as “No. 1” in Step 4. As shown in the map of FIG. 9 (a), this is an auxiliary braking characteristic that suddenly increases until it branches to the emergency braking characteristic X32 after branching to the braking characteristic without deceleration intention X31. Yes.

  In the subsequent step 7, the same determination process as in step 3 described above is performed, and while the ECU 7 determines that “emergency exists” (step 8: Yes), the auxiliary braking characteristic is set to the emergency braking characteristic X32 set in step 6. maintain.

  On the other hand, when it is determined that there is no urgency in the determination process of step 7 (step 8: No), the auxiliary braking characteristic passes through the non-emergency transition braking characteristic X34 in the map of FIG. 9) The braking characteristic unintentional braking characteristic X31 in the map of FIG. 9 is set (step 41).

  Here, the non-emergency transition braking characteristic X34 in step 9 described above is an auxiliary braking characteristic for transitioning from the emergency braking characteristic X32 to the braking intention-less braking characteristic X31, and when “No” is determined in step 8. As shown in the map of FIG. 9A, a linear characteristic is shown that branches off from the emergency braking characteristic X32 and descends at a gentler slope than the emergency transition braking characteristic X33 until a transition to the braking intention-less braking characteristic X31 is made.

  Further, in step 4 described above, when it is determined in the determination process in step 3 that “deceleration intention is present” (step 37 in FIG. 11) (step 4: No. 2), the auxiliary braking characteristic is braking with deceleration intention. The characteristic X36 is set (step 21), and the brake fluid pressure corresponding to the depression force of the auxiliary brake pedal 3 is actuated according to the braking characteristic with intention to decelerate X36 in the map of FIG.

  Here, the braking characteristic with deceleration intention X36 at step 21 branches from the braking characteristic without deceleration intention X31 as shown in the map of FIG. 9A when it is determined at step 4 that there is no deceleration intention. Thus, the braking characteristic X31 exhibits a characteristic that rises with a steeper slope than the tangential gradient of the unintended deceleration characteristic X31, and generates a larger braking force with the same depression amount of the auxiliary brake pedal 3 than in the case of the unintended deceleration characteristic X31.

In subsequent step 22, the same determination process as in step 3 described above is performed. When it is determined that “there is a deceleration intention” (step 23: Yes), the determination result is maintained (step 23: Yes), and the vehicle Until the vehicle stops and the ignition switch is turned off (step 24: No), the auxiliary braking characteristic is maintained at the braking characteristic with deceleration intention X36 set in step 21.
Eventually, when the vehicle stops and the ignition switch is turned off (step 24: Yes), this embodiment is finished.

  On the other hand, when it is determined in the determination process of step 22 that “no deceleration intention” (step 23: No), the auxiliary braking characteristic passes through the deceleration braking transition characteristic X38 in the map of FIG. Step 25) is set to the unintended deceleration characteristic X31 in the map of FIG.

  Here, the transition braking characteristic X38 without deceleration intention in step 25 branches from the braking characteristic X36 with deceleration intention as shown in the map of FIG. 9A when it is determined "No" in step 23. A linear characteristic that shifts (decreases) at a gentler slope than the slope of the braking characteristic with deceleration intention X36 until the braking characteristic without deceleration intention X31 is reached is shown.

  Further, in step 4 described above, when it is determined in the determination process of step 3 that “no deceleration intention” (step 38 in FIG. 11) (step 4: No. 3), the auxiliary braking characteristic is shown in FIG. ) Is set to the unintended deceleration characteristic X31 in the map (step 41).

  Thereafter, the ECU 7 continues the processing after the determination processing in step 3 described above, and finally, as described above, when the vehicle stops and the ignition switch is turned off (step 24: Yes), End brake control.

  10 is not shown in the flowchart of FIG. 10 even during the transition from the braking characteristic with deceleration intention X36 to the braking characteristic without deceleration intention X31 in accordance with the braking characteristic without deceleration intention X38 in step 25 in FIG. However, the determination process similar to step 3 may be performed based on the vehicle state and the driver's operation state, and the auxiliary braking characteristic may be appropriately changed.

  In the above-described embodiment described with reference to the flowchart of FIG. 10 in the braking apparatus 1 of the third embodiment, the braking intention-intended braking characteristic X36 indicates that there is a deceleration intention in the determination process of step 3 (step 37 in FIG. 11). When the determination is made (step 4: No. 2), as shown in the map of FIG. 9A, branching from the unintended deceleration characteristic X31 and steeper than the tangential gradient of the unintended deceleration characteristic X31. Although it is a characteristic that rises with a gradient (step 21), the characteristic is not limited to the above-described characteristic as long as it is a characteristic that can generate a greater braking force with the same depression amount of the auxiliary brake pedal 3 than the braking characteristic without deceleration intention X31.

  Specifically, as shown in the map of FIG. 9B, the braking characteristic with deceleration intention X46 is not a waveform branched (derived) from the braking characteristic without deceleration intention X41, and the braking characteristic without deceleration intention X41. Can be independent properties.

  Further, as shown in the map of FIG. 9B, when the auxiliary braking characteristic is changed from the braking characteristic without deceleration intention X41 to the braking characteristic with deceleration intention X46, the transition is made according to the transition braking characteristic with deceleration intention X48. Can do. This transition braking characteristic with deceleration intention X48 is a transition characteristic that rises from the braking characteristic without deceleration intention X41 steeper than the tangential gradient of the braking characteristic without deceleration intention X41 toward the braking characteristic with deceleration intention X46.

  On the other hand, as shown in the map of FIG. 9B, when the auxiliary braking characteristic is changed from the braking characteristic with deceleration intention X46 to the braking characteristic with no intention X41, the transition is made according to the braking characteristic without deceleration intention X49. Can do. This unintended deceleration transition braking characteristic X49 is a transition characteristic that descends from the unintended deceleration characteristic braking characteristic X46 more slowly than the unintended deceleration transition braking characteristic X48 toward the unintended deceleration intention braking characteristic X41.

Another example of the braking device 1 of the third embodiment having the ECU 7 in which the map shown in FIG. 9B is stored will be described with reference to the flowchart of FIG.
However, the same processes as those in the flowchart of FIG.

  In step 4, when it is determined in the determination process of step 3 that “deceleration intention is present” (step 37 in FIG. 11) (step 4: No. 2), the current auxiliary braking characteristic is braking with deceleration intention. In the case of the characteristic X46 (step 21: Yes), the setting of the braking characteristic with deceleration intention X46 in the map of FIG. 9B is maintained as it is (step 23).

  On the other hand, in step 4 described above, the determination process in step 3 determines that “there is an intention to decelerate” (step 37 in FIG. 11) (step 4: No. 2), and the current auxiliary braking characteristic is If it is not the deceleration characteristic with deceleration intention X46 (Step 21: No), the process with Step 22, that is, the braking characteristic with deceleration intention in the map of FIG. The characteristic X46 is set (step 23).

  As a result of the determination process in step 24 after that, when it is determined that “there is a deceleration intention” (step 37 in FIG. 11) (step 25: Yes), the process from the end of the present embodiment to the end of this embodiment is described above. The same processing as the processing from step 23 onward is executed, and the present embodiment ends.

  On the other hand, as a result of the determination process of step 24, when it is determined that “no deceleration intention” (step 38 in FIG. 11) (step 25: No), or in the above-described step 4, the determination process of step 3 If it is determined that there is no deceleration intention (step 38 in FIG. 11) (step 4: No. 3) and the current auxiliary braking characteristic is the braking characteristic X46 with deceleration intention (step 41: Yes), step Through the process of 42, that is, through the unintended deceleration transition braking characteristic X49 in the map of FIG. 9B, the unintended deceleration braking characteristic X41 in the map of FIG. 9 is set (step 43).

  Further, in step 4, when it is determined in the determination process of step 3 that “no deceleration intention” (step 38 in FIG. 11) (step 4: No. 3), the current auxiliary braking characteristic is no deceleration intention. In the case of the braking characteristic X41 (step 41: No), the setting of the unintended deceleration characteristic X41 in the map of FIG. 9B is maintained as it is (step 43).

  Thereafter, the ECU 7 continues the process after the determination process in step 3 described above, and finally, as described above, when the vehicle stops and the ignition switch is turned off (step 26: Yes), End brake control.

  According to the automobile braking device 1 described above, the main brake pedal 2 provided on the driver's seat side, the ECU 7 as a braking force adjusting device for adjusting the braking force by the operation of the main brake pedal 2, and the passenger seat side And an auxiliary brake pedal 3 that is controllably connected to the ECU 7 independently of the operation of the main brake pedal 2 (see FIG. 1), and the driver decelerates the vehicle relative to the current traveling speed. The vehicle state (vehicle speed, acceleration / deceleration of the vehicle and the traveling direction of the vehicle) and the operation state of the driver (shift lever position, accelerator opening, amount of depression of the main brake pedal 2) ECU 7 (ie, ECU 7 that executes the determination process of FIG. 11 (steps 32 to 36), in other words, the determination table of FIG. 8). ECU 7 which stores the engine 27), and stores the map of the ECU 7 (FIGS. 9A and 9B) as auxiliary braking characteristic changing means for changing the auxiliary braking characteristic in accordance with the determination result and in FIG. Steps 21 and 41, ECU 7 for executing steps 23 and 43 in FIG. 12, a brake actuator 8 and a hydraulic pressure control device 15 are provided (see FIGS. 1 and 8 to 12).

  According to the above-described configuration, the braking characteristics of the auxiliary brake pedal 3 are linked to the driver's intention, thereby reducing discomfort given to the driver by operating the auxiliary brake pedal 3 and improving the operability of the auxiliary brake pedal 3. And both.

  Therefore, the operation of the auxiliary brake pedal 3 makes it possible to prevent both sudden braking unpleasant to the driver (so-called bracket braking) and quick auxiliary braking which can prevent the sliding movement on the slope, which is contrary to this. .

  Furthermore, the amount of sensing provided as the automobile braking device 1 can be reduced, and the necessary amount of information can also be obtained from existing sensors. Specifically, there is no need to detect various vehicle running conditions such as inter-vehicular distance and yaw rate, and conditions around the vehicle, and basically the driver's accelerator opening, the amount of operation of the main brake pedal 2, Accordingly, since it is sufficient to detect only the operation amount of the auxiliary brake pedal 3, it can be realized at a low cost.

  As an aspect of the present invention, the ECU 7 as the determination means is based on the determination table 27 in FIG. 8 and the operation amount (stroke or pedaling force) of the main brake pedal 2 is greater than 0 (condition a1), and the direction indicated by the shift lever position. A state where the vehicle travels in a different direction (condition a2), or a state where the accelerator opening amount decreases or the accelerator opening amount is 0 or less while the vehicle is traveling while decelerating below a predetermined speed (conditions a3 or a4) When the vehicle braking intention is determined to be present (see step 37 in FIG. 11), the ECU 7 as the auxiliary braking characteristic changing means determines that “the vehicle deceleration intention is present” (FIG. 10). And Step 4: No. 2 in FIG. 12, Step 23: Yes in FIG. 10, Step 25: Yes in FIG. 12), “No vehicle deceleration intention” (in FIG. 11) (See step 38: No. 3 in FIG. 10 and FIG. 12, step 23: No. in FIG. 10, step 25: No. in FIG. 12). (The braking characteristic with deceleration intention X36 in FIG. 9 (a), step 21 in FIG. 10, braking characteristic X46 with deceleration intention in FIG. 9 (b)). (See step 22 in FIG. 12).

  According to the above configuration, the correlation between the presence or absence of the driver's intention to decelerate and the auxiliary braking characteristic can be increased, the operability of the auxiliary brake pedal 3 is further improved, and quick auxiliary braking by the auxiliary brake pedal 3 can be realized.

  Further, as an aspect of the present invention, when the ECU 7 as the determination unit does not satisfy any of the conditions a1 to a4 described above based on the determination table 27 of FIG. When the vehicle speed is equal to or higher than a predetermined value, or when the vehicle is constant or accelerating, it is determined that there is no intention to decelerate the vehicle (see step 38 in FIG. 11). Are determined as “no vehicle deceleration intention” (see Step 4: No. 3 in FIGS. 10 and 12, Step 23: No in FIG. 10, Step 25: No in FIG. 12), “Vehicle When it is determined that “there is a deceleration intention” (see step 37 in FIG. 11) (step 4 in FIG. 10 and FIG. 12: No. 2, step 23 in FIG. 10: Yes, step 25 in FIG. 12: Yes 9), the auxiliary braking characteristic can be changed in a direction that reduces the braking force (the braking characteristic X31 without deceleration intention in FIG. 9A, steps 25 and 41 in FIG. 10, and FIG. b) Undesired braking characteristic X41 in FIG. 12, steps 42 and 43 in FIG. 12).

  According to the above configuration, the correlation between the presence or absence of the driver's intention to decelerate and the auxiliary braking characteristic can be increased, the operability of the auxiliary brake pedal 3 is further improved, and quick auxiliary braking by the auxiliary brake pedal 3 can be realized.

  Here, the state with the intention of vehicle deceleration is a state in which the vehicle heads to stop, and in addition to the state where the driver actively intends to decelerate the vehicle, the driver actively intends to decelerate the vehicle. This also includes the case where the vehicle starts to move in a direction different from the direction contrary to the driver's intention to stop or due to the driver's carelessness or the like.

  Further, the state without the vehicle deceleration intention is a state in which the driver intends to continue traveling while maintaining or accelerating the current traveling speed. Note that maintaining the current traveling speed is not limited to traveling at a completely constant speed, but also includes traveling while the vehicle speed varies within a predetermined range.

  Further, as an aspect of the present invention, the ECU 7 (the ECUs 7 that execute steps 31 and 39 in FIG. 11 and steps 5 and 6 in FIG. 10 and FIG. 12) as auxiliary braking characteristic changing means is based on the determination table 27 in FIG. When the stepping speed X of the auxiliary brake pedal 3 is greater than or equal to the predetermined value Xb, the auxiliary braking characteristic is changed to a direction in which the braking force is strengthened more than when the stepping speed X of the auxiliary brake pedal 3 is less than the predetermined value Xb. (See the emergency braking characteristic X32, the emergency transition braking characteristic X33 in FIGS. 9A and 9B, and steps 5 and 6 in FIGS. 10 and 12).

  According to the above configuration, since the auxiliary braking characteristic is changed in a direction in which the braking force is strengthened only by operating the auxiliary brake pedal 3, it is possible to quickly cope with an emergency.

In the correspondence between the configuration of the present invention and the above-described embodiment, the braking force adjusting device of the present invention corresponds to the ECU 7 of the present embodiment, and similarly,
The operation amount of the auxiliary brake pedal corresponds to the depression force T and the depression speed X,
The operation amount information acquisition means corresponds to the ECU 7 that calculates the stepping speed X of the pedal force detection sensor 5 (5a, 5b), the stroke detection sensor 6 (6a, 6b), and the auxiliary brake pedal 3,
The determination means corresponds to the ECU 7 that executes steps 31, 32, 81, 82, and 11 in FIG. 5 or the ECU 7 that stores the determination tables 25 and 26 in FIGS. 4 (a) and 4 (b).
The initial braking area corresponds to the speed adjustment area and the auxiliary brake area.
The braking characteristic changing means corresponds to the ECU 7, the brake actuator 8, and the hydraulic pressure control device 15 that store the map of FIG. 2 and execute steps 4, 6, 7, 9, and 10 in FIG.
The transition characteristic from the non-emergency braking characteristic to the emergency braking characteristic corresponds to the emergency transition braking characteristic X13 in FIG.
The transition characteristic from the emergency braking characteristic to the non-emergency braking characteristic corresponds to the non-emergency transition braking characteristic X14 in FIG. 2, but the present invention is not limited only to the configuration of the above-described embodiment.

  For example, in step 31 of the determination process of FIG. 11, the determination process is performed using the operation amount of the auxiliary brake pedal 3 as the stepping speed X. However, the determination is not limited to this operation amount. At least one operation amount of the stepping stroke may be adopted. In step 32 of the determination process in FIG. 11, the determination processing is performed using the operation amount of the main brake pedal 2 as the stepping stroke. Not limited to this, at least one operation amount of the depression stroke and the depression force of the main brake pedal 2 may be adopted.

  In step 34 of the determination process of FIG. 11, the condition of the determination condition is that the accelerator opening amount has decreased (see condition a3 in FIG. 8), but not limited to this, the accelerator opening exceeds a predetermined range. Only when it is decreased, it may be considered that the accelerator opening amount is decreased. Similarly, in steps 34 and 35, it may be considered that the vehicle speed is decreased only when the vehicle decelerates beyond a predetermined range.

  The above-described main braking characteristics Y, auxiliary braking characteristics X11, X12, X13, X14, X21, X22, X22 ′, X23, X23 ′, X31, X32, X33, X34, X36, X38, X41, X46, X48, X49 are 2, 6, 9 (a), and 9 (b) are not limited to the waveforms shown in FIG. 2, FIG. 9, and FIG. 9 (b).

  The accelerator opening sensor 17 provided in the braking device 1 of the present embodiment is, for example, a potentiometer that detects an accelerator opening (depression angle) based on resistance during rotation (peristing), or an accelerator opening based on a pulse. However, the present invention is not limited to the configuration for detecting the rotation angle of the accelerator pedal 4 and may be configured to detect the position and displacement amount of the accelerator pedal 4.

  Similarly to the accelerator opening sensor 17, the stroke detection sensors 6 (6a, 6b) provided in the main brake pedal 2 and the auxiliary brake pedal 3 are not limited to being configured by a potentiometer or an encoder, but the positions of these pedals 2, 3 are also included. Alternatively, the displacement may be detected.

  Further, in the braking device 1 of the present embodiment, as shown in FIG. 1, the main brake pedal 2, the auxiliary brake pedal 3, and the brake actuator 8 are electrically connected via the ECU 7, and the brake actuator 8 is connected to the brake means 16FL. , 16RR, 16FR, and 16RL are used, but the so-called by-wire type brake system is employed. However, the present invention is not limited to this, and although not shown, a master cylinder that generates hydraulic pressure with brake fluid supplied from a reservoir tank, A conventional hydraulic device that boosts the depressing force of the brake pedal 2 and the auxiliary brake pedal 3 and transmits it to the master cylinder, etc., and transmits the brake fluid pressure generated by the brake fluid supplied from the reservoir tank to operate the brake. A brake system of the type may be adopted.

  Further, since the brake fluid pressure has a predetermined relationship such as a proportional relationship with the braking force, in this embodiment, the braking force is indirectly controlled by controlling the brake fluid pressure. However, the present invention is not limited to this. The braking force may be directly controlled without using the brake fluid pressure as the control amount.

  As described above, the present invention provides the main brake pedal provided on the driver's seat side, the braking force adjusting device for adjusting the braking force by operating the main brake pedal, and the main brake pedal provided on the passenger seat side. The present invention is useful for a braking device for an automobile including an auxiliary brake pedal that is controllably connected to the braking force adjusting device independently of the operation of the pedal.

DESCRIPTION OF SYMBOLS 1 ... Braking device 2 ... Main brake pedal 7 ... ECU
3 ... Auxiliary brake pedal 5 (5a, 5b) ... Depression force detection sensor 6 (6a, 6b) ... Stroke detection sensor 8 ... Brake actuator 15 ... Hydraulic pressure control device X11 ... Non-emergency braking characteristic X12 ... Emergency braking characteristic X13 ... Emergency transition Brake characteristic X14: Non-emergency transition braking characteristic T: Depressing force X of auxiliary brake pedal X Depressing speed Xb of auxiliary brake pedal X Predetermined value (predetermined depressing speed of auxiliary brake pedal)
Tb ... predetermined value (predetermined depression force of the auxiliary brake pedal)

Claims (4)

A main brake pedal provided on the driver's seat side, a braking force adjusting device that adjusts a braking force by operating the main brake pedal, and a brake force adjusting device provided on the passenger seat side, independent of the operation of the main brake pedal. In an automobile braking device comprising an auxiliary brake pedal controllably connected to a power adjustment device,
An operation amount information acquisition unit that acquires information about the operation amount of the auxiliary brake pedal, a determination unit that determines an emergency state or a non-emergency state based on the operation amount information, and, according to a determination result, A braking characteristic changing means for changing the braking characteristic to any one of the emergency braking characteristic in the emergency state and the non-emergency braking characteristic in the non-emergency state in which the braking force in the initial braking region is lower than the emergency braking characteristic; Car braking system. The vehicle braking device according to claim 1, wherein the operation amount is a depression speed of an auxiliary brake pedal, and the non-emergency state is a state where the depression speed of the auxiliary brake pedal is less than a predetermined value. The vehicle braking device according to claim 1, wherein the operation amount is a stroke or a pedaling force of an auxiliary brake pedal, and the non-emergency state is a state where the stroke or the pedaling force of the auxiliary brake pedal is less than a predetermined value. . The automobile braking device according to claim 2, wherein a transition characteristic from the emergency braking characteristic to the non-emergency braking characteristic is gentler than a transition characteristic from the non-emergency braking characteristic to the emergency braking characteristic.

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